Carbureting apparatus



April 13, 1937. w. E. LEIBING ET AL CARBURETING APPARATUS 3 Sheets-Sheet1 Filed May 24, 1934 Vil/iam E Leibzhg Rob/ey D .F'ageo/ JMJ* April 13,1937. w. E. I EIBING ET AL CARBURETING APPARATUS 3 Sheets-Sheet 2 FiledMay 24, 1954 SQ @33a @QQ April 13, 1937.v w. E. LEIBING ET Al.2,076,783.

CARBURET ING APPARATUS Filed May 24, 1934 .'5 Sheets-Sheet 3 i /ZZ 84 miorlmg:

Patented Apr. 13, 1937 UNITED STATES PATENT oPFicE CARBURETING APPARATUSApplication May 24, 1934, Serial No. 727,370

20 Claims.

This invention relates to novel methods and apparatus for promotingeconomies and increasing power in the operation of internal combustionengines, and more particularly to novel .3 carbureting methods andapparatus.

In overcoming the disadvantages of the prior art, our invention hasamong its objects the provision of novel methods of carburetion whereinincreased efficiency in carburetion, both in fuel l economy and in powerdeveloped, is obtained.

A further object of our invention is the.pro vision of novel carburetionmeans for association with internal combustion engines wherein highlysatisfactory atomization is secured at all l throttle openings and fullfuel charges are passed to the cylinders of the engine, the degree ofatomization increasing as the engine is throttled.

A further object of our invention resides in the provision of novelcarburetion methods whereby 20 a well atomized mixture of air and fuelunder all running conditions of an internal combustion engine is somaintained until exploded, and is not contacted with any portions of theadjacent assembly such as throttles, governors, elbows and 25 the like,whereby condensation and collection of fuel would occur, except as tosuch portions where provision is made to assure a continued atomizedstate.

Still a further object of our invention is to 3o provide novelcarbureting methods and apparatus for use in connection with internalcombustion engines wherein the carburetor is capable of furnishing anextremely well atomized mixture for the purpose of starting a coldengine, and the means so involved is an enriching means only.

Still a further object of our invention involves the provision of novelcarbureting methods and apparatus that is self-adjusting without theemployment of multiple jets and like devices, the setting of themechanism involved being correct under all conditions of throttle andunder all y conditions of load.

A further object of our invention resides in the provision of novelgoverning means in combina- 45 tion with a carbureting device for aninternal combustion engine, wherein the governing means is so located asto avoid condensing or disturbing the atomized condition of the fuelpassing through the cylinders, and is designed to coso operate with acarburetor assembly in a manner to obtain maximum efficiency of theengine under all conditions of operation and load.

A further object of our invention is to position the governor so that itwill contact only air and 5.', therefore eliminate the carbon depositwhich (Cl. 12S-119) present governors always acquire due to fuel beingcontinually sprayed upon their working parts and rendering theminoperative in proportion to the degree of said carbon deposit.

A further object of our invention resides in the novel carburetingmethods and apparatus wherein a pressure reducing element is providedwith one portion thereof in constant connection with the atmosphere, andsubject to atmospheric pressure, the other portion thereof being subjectat all times and under all conditions of engine operation and load tofull engine manifold vacuum.

Still a further object of our invention is to provide novel carburetingmethods and apparatus wherein a plurality of pressure reducing 15elements are provided adjacent one another in a substantially fixedrelation, one of said elements at one end being open to atmosphere withthe opposite end subject to full engine manifold vacuum under allconditions of load in operation and to the reduced pressure induced bythe flow of uid through an adjacent element.

A further object of our invention resides in the provision of novelcarbureting methods and apparatus for internal combustion engineswherein a pressure reducing device with one end open at all times to theatmosphere and the opposite end open to full engine manifold vacuum isprovided in combination with and adjacent a jet, metering means beingprovided in connection with the jet to vary the flow of fuel thereto inaccordance with movement of the throttle governing the engine. Means isalso provided whereby the metering means may be moved independently ofthe throttle for starting the engine and other purposes.

Still a further object of our invention involves the provision of novelcarbureting methods and apparatus wherein a plurality of fuel flowcontrol4 devices are provided with the introduction of air underatmospheric pressure therebetween, the flow control means beingadjustable in a manner whereby it is not touchy or undesirablysensitive.

Still a further object ofthe present invention resides in the provisionof novel carbureting methods and apparatus for anV internal combustionengine wherein a plurality of fuel flow controlled devices are-providedwith novel means for the introduction of air under atmospheric pressuretherebetween, a flow control means being provided with means that may berendered either progressive or irregular for the shutting off of the airupon the movement of the fuel ow control of fuel. I

A further object of our invention resides in the provision of novelcarbureting methods and apparatus wherein a plurality of flowinducingmeans is provided in combination with a jet for fuel supply, thearrangement of the ilow inducing means and the connections thereto beingsuch that at idling speed of the engine, the maior portion of airrequired is delivered through a flow inducing means rather than by thethrottle and only a relatively small portion of the air required iscontrolled by the throttle whereby more accurate adjustment can be madeand more flexible control obtained. i

Still a further object of our. invention resides in the provision ofnovel carbureting methods and apparatus wherein novel and simplemetering apparatus is provided in conjunctionl with a series ofcontrolled restrictions for the flow of fuel, mixing of the fuel withair being accomplished between the restrictions, the degree of mixingbeing variable in accordance with the degree of restriction and thespecic requirements of the engine with which the carbureting apparatusmay be associated, this feature being particularly desirablein theoperation of engines at cracked throttle and low throttle openings.

A further object of our invention resides in the provision of a novelsingle tapered pin for metering purposes in a carburetor, means beingprovided in conjunction therewith for controlling the flow of fuel andselectively mixing desired quantities of air with the fuel to form anemulf sion therewith prior to its admixture with additional air andintroduction into the manifold of an engine.

A further object of our invention resides in the provision of a governorin novel combination with carbureting apparatus wherein the governordoes not interfere with the initial or continued atornized state of thefuel and is combined therewith to shut oif the ilow of duid upon theattainment of a predetermined rate of ow.

Still a further object of our invention is the provision of a novelcombined governor and throttle in combination with carbureting apparatuswherein the governor is arranged to shut off fluid flow upon theattainment of a predetermined rate of flow independent of the means bywhich the throttle is normally operated.

Still a further object of our invention resides in the provision ofnovel means for securing and insuring the connection of springs and likeelements to threaded members or the like.

A further object of our invention resides in the provision oi novelmeans of carburetion and distribution whereby not only is initialatomization to a high degree effected but the atomized state iscontinued and assured. without condensation or collection until themixture is delivered to the cylinders of the engine.

A further object of our invention resides in the provision of a novelmethod for carbureting fuel supplied to internal combustion engineswhich involves the creation of a flow of air through av central mixingchamber by the continued application of engine vacuum at all times andthe controlled admission of air at atmospheric pressure, the creation ofa flow of fuel into themixing chamber by the continued application ofengine vacuum at all times and the controlled admission of air atatmospheric pressure supplemented by the unrestricted admission of airat atmospheric pressure at all times at a point in contact with' thefuel immediately preceding its entranceV into the mixing chamber, theflow of fuel being controlled in accordance with the controlled admis'-sion of air.

Still a further object of our invention involves a novel carburetionmethod wherein a flow of fuel is created and ysubjected to a series ofrestrictions and expansions, air being mixed with said fuell during eachexpansion. The amount of air mixed with the fuel during its firstexpansion is preferably proportional to the degree of restrictionwhereas in the second expansion it is desirable to proportion the amountof air to the degree of engine manifold vacuum.

In our experimenting with various types of carbureting devices, we havediscovered that carbureting methods and apparatus based upon theprinciples we have discovered and disclosed in the present application,are not characterized by the disadvantages heretofore mentioned, andoperate under all operating conditions of throttle and engine operationto develop substantially the maximum power of the fuel with materialsaving therein. A detailed discussion of the principles we believe to beinvolved in connection with our invention will be given in connectionwith the following description, taken with the accompanying drawingswherein:

Figure 1 is a section taken through a preferred form of carburetingdevice embodying the principles of our invention.

Figure 2 is an enlarged section of the metering assembly of thecarburetor of Figure l.

Figure 3 is a preferred modification of a portion of the meteringassembly of Figure 2.

Figure 4 is a plan view of a portion of the carburetor of Figure 1,conned to the outlet vconduit and the portion of the assemblyimmediately adjacent thereto. I

Figure 5 is a side view of a portion of the carburetor of Figure 1,illustrating the means for operating the throttle and the linkageassociated therewith.

Figure 6 is an end view of a portion of the carburetor of Figure 1 withthe dust cap removed to illustrate the linkage by which the meteringassembly is operated.

Figure 'I is a graph illustrating performance of a carburetor embodyingthe'principles of our invention.

Figure 8 is a graph similar to that of Figure 7 A Figure 9 is asectional view of a portion of a further preferred modification of acarburetor embodying the principles of our invention wherein a novelcombined throttle and governor is employed.

Figure 10 is a side view of the control mechanism employed in connectionwith the governor of Figure 9, with the cover thereof removed tofacilitate illustration.

Figure 1l is an end view of the governor of Figure 10 shown inassociation with the air horn of the carburetor; and

Figure 12 is an enlarged view illustrating the manner of securingthe-springs and the fastening means therefor employed in connection withthe governor of our invention.

With specific reference to Figure 1, a carburetor casing, designatedgenerally at II. is provided with a horn or air supply conduit i2suitably secured to the lower portion of casing I I by fastening meanshereinafter to be described. A float chamber I3 having a float 'I4therein controlling a valve I 5 is suitably connected to one side ofcasing II. Chamber I3 has a fuel inlet I 6` associated therewith, fuelpassing therefrom into screen chamber I1, through screen I8, and chamberI9 to valve I5. A removable plug 2| is provided at one end of chamber I1to permit the removal and cleaning of screen I8. The casing housingscreen chamber I1 and valve I5 is preferably separate from float chamberI3 and sealed thereto by a suitable gasket.

Casing II is formed with an upper conduit 22 having a flange 23 at itsupper end, flange 23 being preferably provided with tapped holes or thelike for the reception of bolts or similar fastening means to securecasing II to a manifold or like distributing device (not shown), for aninternal combustion engine or similar device. A tube 24 is firmly fittedwithin conduit II, tube 24 having its inner surface formed in a contourto define a venturi 25 with the throat thereof adjacent the lower end oftube 24. surface of conduit 22 may be formed as a venturi of the shapeof venturi 25, thus avoiding the necessity of a separate tube 24.

A second conduit 26 is connected to the lower end of conduit II andpreferably has cast therewith a transverse member 21, extendingdiametrically across the cross section thereof as shown in Figure 4, andoccupying only a portion of thc cross-sectional area of the conduit.Member 21 is preferably disposed at an angle of about 20 with thehorizontal axis of the assembly shown and may be streamlined in sectionif desired. A projection 28 is formed integral with element 21 and 'atits lower side a tapped hole is provided therein to receive a stud- 29.Stud 29 extends from projection 26 to an aperture 3I formed in horn I2and a nut 32 is secured thereto to maintain horn I2 in position, thelatter being preferably sealed to the casing by a gasket as shown.

Member 21 is formed with a bore 33, extending from end to end thereof.Bore 33`is formed with an enlarged portion at its left end to def-lne achamber 34, and a portion 35 of lesser diameter, the latter being tappedat its extreme end 36 for a purpose to be later described. Chamber 34has a cup shaped piston 31 slidably mounted therein and in contact witha spring 38 which reacts against a removable plug 39 threaded in the endof chamber 34. Piston 31 is preferably formed with a series ofdirtgrooves 4I to insure smooth and unhampered operation even after longperiods of use. Chamber 34 is connected to float chamber I3 throughapertures 42 and 43, one on each side of piston 31 whereby the piston isnot subject to hydraulic influences andis independent of the fuelpressures in chamber 34.

Bore 33 is provided with three bushings therein, preferably of arelatively soft metal, such as brass, for a purpose to be laterdescribed. Bushing 44 is stepped to form a portion 45 of reducedinternal diameter and a portion 46 of greater internal diameter. It willbe noted that bushing 44 is ush at one end with the right wall ofchamber 34 and terminates at a point adjacent a bore 46 formed in a lug41 on the upper side of member 21. A second bushing 48 is provided inbore 33 spaced from bushing 44 to define an annular chamber 49 locatedimmediately below bore 46 of lug 41. A third bushing 5I is formed with aflange 52 thereon andv a threaded portion 53 to engage the threadedextremity of bore 33. It will be noted that bushing 5I when screwed inposition is spaced from the adjacent end of bushing 48,

Or if desired, the inner whereby an annular chamber 54 is formedtherebetween.

A metering pin 55, preferably of circular crosssection throughout and ofrelatively hard material compared to the bushings in bore 33 is providedto reciprocate in bushings 48 and 5I which serve as guides therefor.Metering pin 55 is provided at one end with a tapered portion 56 whichengages the stepped portions of bushing 44 to provide two valves, spacedby annular space 51 defined by the interior of bushing 44 and theexterior 56 of metering pin 55. A distinct advantagelies in theformation of metering pin 55 of relatively hard metal and bushing 44 ofrelatively soft metal since accurate and very satisfactory valve seatsmay be formed in the stepped portions of bushing 44 by inserting pin 55therein and tapping it gently whereby tapered portion 56 engages thestepped portions of bushing 44 and forms them as perfect valve seats.

Metering pin 55 is provided with a bore 58 extending from the right endthereof to a point adjacent the beginning of tapered portion 56 and asmaller bore 59, extending from that point to a point adjacent portion45 of bushing 44,

where a series of cross cut holes 6I are provided in the metering pin 55to connect the bore 59 with annular chamber 51. Metering pin' 55 is alsoprovided with a series of holes 62 leading from bore 58 to annularchamber 54 when the metering pin is in closed position, and arranged tobe successively closed by bushing 5I as the metering pin is drawnoutwardly. In Figures 1 and 2, holes 62 have been shown as regularlyspaced but it is to be understood that their relative positions may bevaried as, for instance, in the manner shown in Figure 3 wherein theyare irregularly spaced. This feature is desirable in adapting thecarburetor to various types of engines and is especially desirable inobtaining satisfactory operation under cracked throttle or low throttlepositions. At its right end, bore 58 is closed or sealed by a suitableplug 63 and metering pin 55 is threaded on its exterior to receive aflanged eye member 64 with flange 65 thereon against which a spring 66is disposed to react. Spring 66 also reacts against flange 52 of bushing5I.-

Immediately above bore 33 and approximately parallel thereto, an airpassage 61 is provided y with an inlet 68 into annular chamber 54.Passage 61 leads from a point adjacent the outer end of metering pin 55to bore 46 disposed within lug 41. A jet 66 having a` bore 69 and alower ange 1I adapted to seat against a ledge 12 formed in bore 46 isprovided to connect with annular chamber 49. Immediately above nozzle orjet 69, a Venturi tube or pressure reducing element 12 having an outerflange 13 adapted to rest upon the upper portion of lug 41 is provided.It will be noted that venturi 12 opens at a point just above thenarrowest point of venturi 25 and therefore is subject to the maximumsuctionv therein, and that jet 68 is positioned in the same manner withrespectl to venturi 12 so that it discharges at the point of lowestpressure. The positioning of jet 68 and venturi 12 with reference tobore 46 is such that they are self-centering when assembled and noadjustments thereof are required.

Metering pin 55 which is arranged to reciprocate in and be guided bybushings 48 and 5I in its movement to open position, extends outwardlyinto a chamber 13 defined by a cover 14 suitably connected to anextending iiange 15 provided on casing I the point of juncture 16 beingpreferably sealed as by a gasket. Chamber 18, defined by cover 14 andange 15, opens not only into passage 61, leading to bore 46, but opensalso into horn |2 through opening 11. The connection of horn I2 theretois preferably sealed as for instance by a gasket 18. If desired, cover14 may be supplemented by an alicleaning device and opening 11 closedsince satisfactory means would then be provided for the entrance of airunder atmospheric pressure to passage 61.

A preferably oversized throttle or buttery valve 8| is provided in horn|2 with its axis 82 supported on bearings centrally located in horn |2.A bracket 83 is screwed or otherwise secured to blade 8| of the throttleand is formed with an eye 84 therein to receive a pin 85 connected to asuitable linkage member 86.

Link 86 is secured as by a pin 81 to one leg 88 of a bell crank 89pivoted on a pivot 9| connected to a spring 90. The end of crank 89opposite from that of pivot 9| is pivoted at 92 to a link member 93(Figure 2) in turn pivoted to eye 64. Link 89 is preferably formed witha yoked upper section as shown in Figure 6 to encircle metering pin 55and the assembly associated therewith, and to engage link 93 which isformed as a U-shaped member with the bottom leg of the U extending as apivot through eye 64. Thus it will be evident' that upon the rotation ofpivot 82 about its axis, as by a suitable connection to eye 94 (Figure5) of operating lever 95, link 86 will be caused to move upwardly andlink 89 caused to pivot around pivot 9| thereby bringing metering pin 55outwardly into chamber` 13 and opening the two valves defined by thetapered portion 56 of metering pin 55 and the stepped portions ofbushing 44. A suitable idling adjustment 96 consisting of a tappedbracket 91 and an adjustable screw 98 therein bearing against a lug 99formed on the lower side of operating lever 95 is provided to adjust'the degree of closure of throttle 8|. Pivot 9| is connected to arelatively short link |0| in turn pivoted on pivot 02 mounted in flange15 of casing Secured to pivot |02 and exterior of the casing is anoperating member or lever |03, capable of being adjusted by a screw |04mounted in cap bracket |05, a second screw |08 being provided forlocking purposes. Screw |04 serves to adjust the innermost position ofpin 55 l for idling position of the engine. y'

A second lever |01 is mounted to freely rotate on pin |02 and isprovided with a projecting member |08 disposed to engage the upper endof lever |03 when lever |01 is operated by means of a.

Bowden wire connection such as illustrated at |09.

It is intended that Bowden wire |09 be connected to the choke oftheautomotive vehicle and to be operated in a manner to be hereinafterdescribed. It will be noted that while throttle 8| may be operated andin turn eiect reciprocation of metering pin 55 by rotation of link 89about pin 9|-, that reciprocation of metering pin 55 can also beobtained by movement of either levers |03 or |01 by Vrotation aboutpivot 02 without accompanying movement of throttle 8|, the latter beingpermitted to remain stationary in spite of the movement of metering pin55.

It will be noted iirst from a study of our ap- I paratus and methodsthat the throttle 8| is below the venturi 25 and onv a side toward theatmosphere and therefore there is nothing in the path of the jetdischarge upon which the atomized particles may collect or condense.'Not only is this feature important from the atomizing standpoint, but byits use in combination with other portions of the assembly, a constantair fuel ratio `is possible. This is believed to be evident from a studyof devices now in common use. For

instance, in standard practice, it is apparent that to believe that thispremise is entirely false. It,

is apparent that with the present device, the single jet is alwayssubject to full engine vacuum, and due to such full engine vacuum cantake practically an unlimited amount of fuel in any throttle position.

For instance, vconsidering the lowest speed atv which an engine may beoperated at wide open throttle as approximately 600 R. P. M., thecarburetor may be adjusted for the proper amount of fuel at this speedand at high speeds this setting is inclined to flatten out. However,with the small venturi 12 within the throat of venturi 25, the end ofthe curve that would be determined in the first case is raised so thatthe final effect is a continuous rise. It is evident therefore ifcorrection can be limited to wide open throttle only, the entire problemof adjustment is greatly simplified as the range of flows which requirecorrection are very much reduced or narrowed. It is apparent also thatpart throttle flows are automatically corrected in the present design,for if at half throttle a vacuum of twelve inches exists at light load,it is apparent that any slowing down of the engine due to imposition ofa load thereon decreases the vacuum also, therefore lessens the suctionof the jet and reduces the flow through venturi 12 accordingly.

The problem heretofore has apparently been the extreme difficulty ofmaking a metering device to hold against, say twenty inches of vacuum,without resorting to microscopic ts which must be positioned entirelytoo accurately for practical operation. While such devices havebeendeveloped, they have-usually involved pins or cams of irregular shapeexpensive to manufacture, rather. than pins of a single taper such asare employed herein. It will be noted that in the present device, themetering device consists solely of a metering pin 55 which has a singletaper as for instance', 2

on a side at section 56. The pin is arranged for reciprocating motion inthe bushings 48 and 5|,

with the stepped bushing 44 being arranged to form seats for thetapered'end 56 of the metering pin 55, the seats being easily formed bylightly tapping pin 55 when assembling. 'Ihe steps so formed in bushing44 `by vreason of the'sections 45 and 46 are positioned so as to bothcontact the taper of pin at the same time, an annular chamber 51 thusbeing formed with a valve closure at each end thereof. Fuel enters atthe opening 42, and with the valve or metering pin 55 displaced withrespect to the valve seat, the action is as follows. 'I'he venturi 12,by reason of its position within venturi 25, effects the ow of aconsiderable amount ofair through passage`81 the venturi 12 is subjectto an'approximate'vacuum of 20 inches at its u'pper end and atmosphericpressure at its lower end and a pressure differential of approximately10 pounds per square inch exists between chamber 10 and the end ofventuri 12.

A tremendous suction is thus imposed on jet 68' and annular chamber 49,and if the metering pin is out of contact with the seats formed onbushing 44, the same suction is effective upon the fuel in the chamber34 entering through opening 42. Assuming however, that the valve isapproximately 31E of an inch oi its seat, it should be noted that airmay enter from chamber 13 through aperture 68, holes 02, bore 58, bore59, and cross holes 6| to annular chamber 51 wherein an emulsion isformed with the fuel entering from the chamber 34.

By the introduction of such air between the two valves determined bymetering pin 55 and stepped bushing 44, We have discovered that the pin55 may be displaced from its seat at idling y speeds to a considerableextent, and all the touchiness or undesirable extreme sensitivity,

characteristic of such prior valves is eliminated.

, It is further to be noted that upon movement of metering pin 55 tofurther open the valves defined between pin 55 and bushing 44, openings62 communicating with the atmosphere through aperture 68 areautomatically cut off by movement of pin 55 outwardly and the passage ofthe portion of the pin containing the holes 62 into the hole in bushingTherefore, by propel positioning of these holes, we have discovered thatall the effects of a special irregularly shaped pin can be developedthereby and the simplicity and accuracy of a single tapered valveobtained. This feature is particularly important in that the varyingrequirements of different engines which heretofore could only be met byspecial shaped pin, cams and the like are fully cared for herein by astraight tapered valve through the possibility of varyingthe position ornumber of holes 62 or substituting slots in pin 55 of varying shape forholes 62.

We have further discovered that it requires only to connect such ametering pin to a throttle such as that disclosed in 8| in the mannerwhich brings the pin to its innermost position for idling, whichposition is readily adjustable, and then progressively moves the pinoutwardly away from itsseat by the action of opening the throttle.Through' suitable crank linkage, any desired amount of irregular motionmay be imparted to the respective elements which again permits in theuse and adoption of a straight tapered pin for all conditions of engineoperation and throttle position.

The method of operation heretofore described occurs at the opening ofthe throttle or when the engine is being choked at starting. Assumingthat the throttle is being gradually opened, metering pin 55 willgradually be withdrawn into chamber 13 and openings 62 closed wherebyair will no longer flow to annular space 51 between the stepped portionsof bushing 44. The valves defined by bushing 44 and pin 55 willgradually open, admitting more fuel to annular chamber 49 from passage42 from float chamber I3. This fuel will be drawn through jet 68 by thecombined action of venturis 25 and 12 and in venturi 12 will be mixedwith atmospheric air entering from passage 61 which is open andunrestricted at all times. As the mixture thus formed enters venturi 25,it will be further mixed with air passed by throttle 8| and aroundtransverse element 21.

As throttle 8| continues to open, pin 55 is moved still furtheroutwardly to increase the flow of fuel and by reason of this proportiona substantially constant ratio of air to fuel is maintained.

It will be noted that while atomization at the higher throttle openingsis assured by the influx of air from both horn I2 and passage 61 and thedifferential of pressures existing, the fuel at lower throttle openingsis atomized to even a greater extent by reason of the greater differencein pressure existing between chamber 10 and outlet on upper end ofventuri 12. This assures very satisfactory operation at the lower speedsand at idling whereas former devices have been characterized by theirdeficiency in this respect.

Moreover it will be noted that at all throttle openings and conditionsof operation, the flow of atomized fuel from the jet and venturis issuch that it is directed in a manner whereby it does not contact withany portions of the carburetor or venturi and jet assembly and thereforedoes not condense or tend to collect and produce an unsatisfactorycondition.

It has been found in our observance of prior devices that the atomizedfuel, upon striking the angled carburetor governors and throttles, atpresent in common use, is diverted against the manifold walls where itcollects in pools. Such pools, due to capillary attraction or likecause, eventually disperse to the hot spot or heated manifold in a bodyand, as such, exceed the capacity of the manifold to properly vaporize.Our

invention remedies this condition in that we deliver a finewell-atomized change in a manner whereby the formation of such pools isentirely prevented and the continuous even bombardment of the hot spotby the minute particles of fuel is at a rate Well Within the vaporiz'ingcapacity of present standard forms of heated intake mani'- folds.

Not only have We found that more satisfactor operation is obtained bypositioning the throttle on the side of the venturi away from the engineand the fuel inlet but by so positioning the throttle, We are notlimited by the size of the outlet as to the size of the throttle and insome designs as in a 11/2 inch carburetor, on the outlet we haveobtained the equivalent of a 1% carburetor. This feature, together withno obstruction above the venturi, has insured maximum velocity through,the venturi with an increase in volumetric efiiciency, and consequentlymaximum efciency of the engine coupled With proper distribution to allthe operating elements thereof.

The apparatus and methods of the present application are particularlyvaluable in the starting of cold engines. In Figure l, it will be notedthat bell crank 89 is disposed between the throttle proper and themetering pin 55 for the purpose of transferring motion to the correctplane for metering pin 55. The pivot of bell crank 89 is mounted in link|0| in turn pivoted to pivot |02. Pivot |02 in turn is connected withlever |03 at a fixed pivot which in turn may be operated by lever |01 towhich a starting adjustment such as a Bowden wire |09 or the like isattached. It

is apparent that clockwise movement of pivot which the control is pulledand allows an excess of fuel to pass the metering pin without disturbingthrottle 8|. It should be noted, however, that such movement in no wayrestricts the passage of air through passage 81, inlet cham.- ber 10 andventuri 12, and, therefore, this excess fuel is delivered as a very finewell-atomized mixture which immediately starts the coldest engine. Theatomization is to such an extent that 10 no solution occurs and furtherthe time required for starting is `so greatly reduced that aconsiderable saving in battery upkeep and energy is effected.

^ It is to be noted by reason of piston 81 acting 15 in conjunction withpin 55, an impetus or jump is given to the fuel in chamber 84 which aidsin the iiow of fuel to jet 68 at any time of sudden movement of pin 55outwardly into chamber 18 and away from valve bushing 44.

Figures 7 and 8 graphically represent the results of comparative testsof a carburetor embodying the present invention and a standardcarburetor. 'I'he curves indicated at A indicate the performance of thecarburetor of the present invention a'nd the curves designated Bindicate the performance of the standard carburetor.

A1 and B1 represent performance at one-quarter throttle opening whereinat 800 R. P. M. the present carburetor showed savings of approximately0.28 pound of fuel per brake horse power per hour or an approximateadvantage of 34%. Referring to curves A: andBz, a savings ofapproximately 0.26 pound of fuel per brake horse power hour was effectedwhich dropped to approximately 0.12 pounds at 1200 R. P. M. and returnedto 0.14 pound at 2400 R. P. M. As shown by curves A3 and Ba, at 800 R.P. M. with 32.5 brake horse power. being delivered, the saving wasapproximately 0.23 pound of fuel perbrake horse power hour which rose to0.60 at 1600 R. P. M.

In Figure 7 wherein horse power and fuel consumption at full throttleare compared, curves A4 and B4 show that at 400 R. P. M. a net sav- 45ings of approximately` 0.17 pound of fuel per brake horse power hour waseffected, savings also being effected at the higher speeds.

It will be noted after a study of the foregoing remarks that ourdiscoveries have developed the fact that a number of new and basicprinciples must be considered and studied in connection with propercarbureting and atomizing of volatile fuelsfor use in internalcombustion engines.

Among these is the employment of a venturi such as that disclosed in 12which has its highest air ow at idling speeds and diminishes from idlingto wide open throttle or exactlythe opposite to standard practice. It isto be further noted that there is a total absence of any and all partsabove the venturis and jet, so that the ldischarge from the jet andventuris is entirely free and uninterrupted and the position of thethrottle 8| is preferably oversized and placed toward thev atmosphereaway from the venturi whereby full volume of air flow is permitted.

'I'he metering pin assembly is highly important inthat it affords avalve which may operate at nl, of an inch oil.' its seat at idlingspeeds. whereas if solid valves were employed, the valve could only beapproximately 1/5000 of an inch off its .seat. This feature is oftremendous importance as it must be remembered that when the throttle isclosed, the action of closing must position the metering pin sumcientlyaccurate forv idling. It is apparent, therefore,that a variation of1/5000 of an inch either way mayshut ofi.' the fuel entirely or renderit rich, whereas a pin formed as in the present invention, may -be 315of an `inch off its seat, and a variation of l/l000 of an inch eitherway cannot be detected, and the mechanism disclosed is well able toposition the metering pin within such tolerances,

whereas no mechanism working in the dust and dirt coincident with bus ortruck operation can be relied upon to continue positioning such a pinWithin the required 1/5000 inch tolerance.

Regarding Figures 9 to 12 inclusive, we have illustrated therein by wayof example, a type of governor, embodying the principles of ourinvention. This governor has proven particularly valuable in connectionwith the carburetion principles disclosed herein in that thedisadvantages characteristic of prior governors in both operation andmaintenance are eliminated.

For instance, it has previously been regarded as essential thatgovernors be disposed in the path of the atomized fuel flowing from thecarburetor to the engine cylinders. This position of the governor' isundesirable for a numb'er of reasons. In the first place, the governoris subjected to carbon deposits and as such deposits` seriously hamperits efficiency, the governor, of necessity, must be frequentlydismantled and cleaned. Moreover, when situated in the path of the fuelow, the atomized fuel collects and condenses on the governor to aconsiderable extent, thus not only robbing the engine of fuel but alsointerfering with the subsequent mixtures. Since governors are positionedafter the throttles, it has been found that when the governors operateto shut oif fuel flow, the throttle being still held open, a certainquantity of the atomized fuel is carried forward against the face of thegovernor by reason of its momentum, condenses thereon and falls back tointerfere with the subsequent mixture, the net result beingunsatisfactory operation.

The governor of the present invention, in overcoming thesedisadvantages, is positioned in the air horn |2 and is preferably formedas a part of the throttle whereby a plurality of moving parts areeliminated with resulting economy'and simplicity of operation. As shownin Figure 9, wherein a horn |2| corresponding to horn I2 of Figure lisillustrated, throttle 8| is preferably mounted 9 and 11 is secured tothe lower blade of throttle 8| as by inwardly extending legs |24 andrivets Pivot or axle 22 has a'portion |26 of reduced cross section atits right end (Figure 11) which is arranged to rotate in a ball bearinggenerally indicated at |21, bearing |21 being held against shoulder |28of pivot |22 by plug |29 which is capable of adjustment. A portion |3|of reduced cross section is formed at the left end of pivot 22 and ismounted to rotate in ,a ball bearing |33..

bearing |83 being held in adjusted position against a shoulder |84 ofpivot |22 by a threaded collar |35 which in turn is locked by a setscrew |36. It will be noted that pivot |22 extends through openings |31and |88 of horn |2| and stantially frictionless by reason of bearings|21 and |33.

l hence there is no frictional component developed An inertia member |89is suitably secured to 76 pivot |22 at its left end through a screw andwasher assembly |4| and is mounted to rotate therewith, member 39 havinga flange |42 extending within collar |35. Member |39 is slotted at |43,said slot being bridged by two pins |44 and |45. A spring |46 is securedto pin |44 through a threaded and eyed fastening member |41 and a spring|48 is likewise secured to pin |45 through a threaded and hooked member|49. It will be noted that fastening member |41 has an eye therein ofsomewhat extended length so that there is a certain amount of lostmotion between member |41 and pin |44.

Springs |46 and |48 are secured at their opposite ends to threaded andeyed fastening members |5| and |52, respectively which in turn aresecured by pins |53 and |54 to a block |55 capable of reciprocationwithin guides |56 formed in the left end (Figure 10) to receive a screw|58 mounted to rotate in and react against a projection |59 of casing|51 whereby block |55 may be adjusted with reference to guides |56.Screw |58 is preferably headed so as to be capable of adjustment only bya special tool and projection |59 is hollowed to receive a suitablesealing means to prevent unauthorized tampering Without detection.

Inertia member |39 is formed with a radially disposed surface |6| havingva projection |62 thereon to center a spring |63 secured to anadjustable screw |64 threaded in portion |65 of casing |51, a lock screw|66 preferably being provided to insure the maintenance of screw |64 inits set position.

Inertia member |39 is also provided with* an extending lug |61 arrangedto contact with a lug |68 formed on a plate on disk |69 integral with ashaft |1| mounted to rotate in an extension |12 formed on governorcasing cover |13. Cover |13 is preferably detachably secured to casing|51 as by screws |14 passing through suitable holes in the cover andengaging tapped bores |15 in casing |51.

Shaft |1| has a carburetor lever |16 secured to its outer end as by apin |10 or the like. If desired, an adjustable stop, as for instance abracket having a screw therein as disclosed at 96 in Figure 5, may beprovided to limit the retracted position of lever |16.

Lever |16 is formed with an aperture |85 to engage a suitable connectingmeans and is formed with a projection |86 engaging a coil spring |81around projection |12 of cover |13, the opposite end of spring |81 beingsecured to the casing cover as by an aperture |88. Thus it will be seenthat coil spring |81 tends to maintain lever |16 in retracted position,the throttle likewise being kept in closed position through the contactof lug |68 with lug |61. Upon the movement of lever |16 against vtheaction of spring 81, lug |61 is permitted to move by reason of thetension of springs |46, |48 and l|63 until the throttle is open as shownin Figure 11. In Figures 9 and 10, the throttle governor is shown inclosed position and the effect of springs |46, |48 and |63 is evident.

As shown in Figure 12, our invention contemplates the provision ofspecial spring fastening means in conjunction with springs |46, |48 and|63. In Figure 12, spring |46 with fastening means |41 and |5| isillustrated. It will be noted that each fastening means involves an eyeor hook the shape of which may vary and a threaded portion |11 which ispreferably standard throughout. The threads are not formed of a pitchequal to the pitch of the coils of the springs employed but arepreferably formed of a pitch calculated to be greater than that of thecoils of the springs when under their greatest degree of tension andfully expanded. The threads are further formed with the walls |18against which the springs react, of approximately an angle normal to theaxis of the threaded portion whereby pockets are formed for the springwire |19. By the employment of the relatively large pitch described, ithas been found that the possibility of the springs Working loose iseliminated whereas with conventional threads as hitherto employed, thespring coils have tended to slip oif the threads at the origin of thethread at the end of the threaded portion and wear the threads until itwas no longer possible to keep the springs secured thereto. Further, bythe fashioning of the walls of the threads in a manner whereby pocketsare formed for the spring wire,'a maximum resistance is presented to theescape of the wire therefrom. It has been found preferable in thethreading and unthreading of springs upon such types of fastenings toleave portions of the ends of the springs available as shown at |8|.

It will be noted that a governor embodying the principles heretoforedescribed is capable of use as a butterfly or air valve in existingcarburetors for the purpose of not only throttling the engine intheusual manner but also as a governor valve. The adjustment range thereofas compared to prior devices is improved and the considerable amount ofspace formerly required for the installation of both throttle valve andgovernor is materially reduced.

. Prior devices have been characterized particularly by the limitedrange of operation in which they are correct. For instance, a governormade to correctly govern a particular engine at a speed of 2000 R. P.M., may, upon lbeing set for 1600 R. P. M., be very unsatisfactory. Inthe first case,

the governor may trip at 1950 R. P. M., and hold the engine at 2000 R.P. M., but when the adjustment is radically changed as to cut off at1600 R. P. M., the governors have been found to invariably trip at 1600R. P. M., and then slow the engine to settle back to approximately 1400R. P. M.

For substantially perfect governing, a correctly designed governorshould trip and hold within a very small' speed differential regardlessof the speed at which it is set. This is characteristic of the presentgovernor and it has been found possible to place it on any engine andhave it function properly at any speed without spring" changes, thussaving considerable manufactur- ,i

ing expense andconfusion inadjustment and replacement.

The present governor, it will be noted, is mounted with its pivot offcenter so that relatively low pressures on the engine side effectclosing of the throttle as well as the velocity of the fluid, theotherwise substantially conventional throttle being tted with scoop |23which controls the tripping point of the governor. Thus the throttle maybe said to be responsive to a pressure characteristic of the fluid. Thisscoop is somewhat similar to that disclosed in our prior applications,Serial Nos. 614,533 and 659,893, now Patents Nos. 2,026,947 and2,026,948. After the throttle blade is once in an .inclined position,the

difference in area in the off center portion thereof carries the bladeto a predetermined point where the blade is in balance with the springsor the engine is governed.

To more clearly explain the manner of oper- Cil ation of the governingdevice, let it be assumed that the governor throttle has just been movedto its wide open position as shown in Figure 11. The speed of the engineis correspondingly increasing and the rate of air flow is alsoincreasing. As the rate of air flow increases or the velocitythereofrises to a predetermined point, the combined governor and throttle willbe rotated to a partially closed position by reason of the fluidcontacting the scoop-shaped blade |28. The predetermined point at whichrotation of the governor throttle will be initiated is, of course,determined by the adjustment of the governor springs which can be set to'cause the governor to respond at any desired velocity of fluid orcorresponding engine speed.

After the governor throttle has been rotated a predetermined amount bythe fluid flow, the governor throttle will be in a restricting positionin the air horn as regards the passage of iiuid, and, as a consequence,a pressure diierential will be set up on opposite sides of the blade. Asthe flow of fluid increases, this pressure differential will increaseand by reason of the offset center of the blade and the portionsthusdefined on opposite sides thereof of .differing areas, the bladewill'be further rotated to a closed position.

As the speed of the engine decreases and the pressure differentialbecomes less, the governor throttle will be opened by reason of theaction of the springs shown in Figure 10 and the flow of fluid will beresumed.

Normally, it will be noted that governor springs |46, .|48 :and |63 actto maintain the throttle in an open position but carburetor lever |16through lug |68 contacting lu'g |81 and spring |81, maintains thethrottle in closed position regardless of the degree of vacuum or flow.Movement of carburetor lever |16 causes lug '|66 to move away from lug|61 attached to the throttle pivot |22 and by reason of the governorsprings, lug |61 follows lug |68 to open the throttle. If the engine isbelow governed speed and the carburetor lever is moved to its furtherestpoint, the combined governor and throttle will also fully open but whengoverned speed is reached, the scoop and throttle blade is free to swingaway from contact with the carburetor ylever through lugs |61 and |68 topartially closed position.

In other words, the combined throttle-governor can always go towards theclosed position without taking the carburetor lever with it but thecarburetor throttle can never go closed without taking thethrottle-govemor with it. p

In prior types of governors, we have found that the reason for theincorrectl adjustment on all ranges resides primarily in the fact thatin the governed position, the spring or springs employed are doing aconsiderable amount of work and any change of adjustment in the tensionof such springs therefore means a considerable difference to the openingthrough the governor at said governed position whereas in theinoperative or open positions of a governor but very little tension isapplied to such springs, for in this position the torque or forceexerted by the governor blade or similar element is extremely low.

Therefore when a governor is adjusted from a two individual springsystems constituted by springs |46 and |48 and spring |63.v It will benoted thatboth systems are operative in the governed position but onlythe first system is influenced by the adjustment for governing speed.And it should be further noted that only spring |48 is adjusted asregards the initial trip or in other words from a fully wide openposition, spring I 4l alone is opposing the torque of the governorblade. If now the adjustment be radlcally changed with the governor ingoverned or closed position by movement of block |68 by screw I 68, onlythe rst system of springs is changed and the adjustment will thereforehave to be moved approximately twice as far as it would in other makesor types. It follows therefore that the trip tension is also influencedtwice as much as would otherwise be the case. This allows the governorto follow correctly and trip and hold at substantially the same speedover the entire4 range of adjustment. Adjustment screw |64 is providedfor spring |63 in the event that adjustment in installation or for wearis' necessary.

'I'he invention may be embodied in other specific forms withoutdeparting from thespirit or essential characteristics thereof. Thepresent embodiments are therefore to be considered in all respects asillustrative and not restrictive, the scope of the invention beingindicated by the appended claims rather than by the foregoingdescription, and all changes which come within the meaning and range ofequivalency of the claims are therefore intended to be embraced therein.l

What is claimed-and desired to be secured by United States LettersPatent is:-

1. In a carbureting device adapted for use in connection with aninternal combustion engine, a relatively large pressure reducingelement; a relatively small pressure reducing element disposed withinand in fixed relation to said first element, one end of said secondelement being subject to atmospheric pressure at all times,

the opposite end of said second element being l subject at all times andconditions of engine operation to full engine the full vacuum of theengine under such'conditions plus the kinetic' energy developed by ilowsthrough said first element. i

2. In a carbureting device adapted for use in connection with aninternal combustion engine, a relatively large venturi subject at alltimes to full engine vacuum; a relatively small venturi disposed infixed relation to said first venturi in a manner whereby said secondventuri discharges at substantially the lowest point of pressure in saidfirst venturi, the inlet end of said second venturi being subject toatmospheric pressure at all times and conditions of engine operation theopposite end of said second venturi being subject at all times and.conditions of engine operation to the full vacuum of the engine undersuch conditions plus the kinetic energy developed by flows through saidrst venturi.

3. In combination with a carburetor for use with an internal combustionengine, a relatively large venturi arranged to discharge into the intakeof said engine; a relatively small venturi disposed substantiallyconcentrically within and in nxed relation to said large venturi, oneend of said second venturi discharging at approximately the point oflowest pressure in said large venturi and arranged with respect to saidcarburetor whereby fluid owing therefrom will not be projected againstany portion of said carburetor or large venturi, the opposite end ofsaid second venturi being subject to atmospheric pressure; a jet mountedin substantially concentric fixed relation to said second venturi andarranged to discharge at approximately the point of lowest pressure insaid second venturi, the effective area of said second venturi being ofa size to deliver the major portion of air required by the engine atidling speed.

4. In combination with a carburetor for use with an internal combustionengine, a throttle for controlling iiow of air to said carburetor; aventuri arranged with respect to said carburetor whereby iiuid owingtherefrom will not be pro- Jected against any portion of saidcarburetor, one end of said venturi being arranged to discharge towardthe carburetor outlet, the opposite end of said venturi being subject toatmospheric pressure; a, jet mounted in substantially concentric fixedrelation to said venturi and arranged to discharge at approximately thepoint of lowest pressure in said venturi, the eifective area of saidventuri being of a size to deliver the major portion of air required bythe engine at idling speed,

the remaining portion of air being governed by said throttle. f

5. The combination as set forth in claim 3 wherein said jet is subjectat its discharge end to engine vacuum plus the kinetic energy developedby uid flow through saidsmall venturi at all times and under allconditions of engine operation.

6. In a metering mechanism for a carburetor, a plurality of spaced valveseats; a single tapered metering pin arranged to engage said valve seatsto control flow therethrough; means for introducing air at approximatelyatmospheric pressure between said valve seats in a manner such that thevalving action of said metering pin is rendered non-sensitive topressure differences between said seats and for cutting off the iiow ofair upon movement of ysaid metering pin away from said seats.

7. In a metering mechanism for a carburetor, a plurality of spaced valveseats. a single tapered metering pin arranged to engage said valve seatsto control flow therethrough; a bore in said metering pin with aperturestherein opening into the space between said valve seats; means foradmitting air to said bore and apertures in a manner whereby saidmetering pin is rendered non-sensitive to pressure differences betweensaid seats and for cutting oi the flow of air upon movement of saidmetering pin away from said seats, said means comprising a series ofapertures in said pin leading from said bore to a. chamber connected tothe atmosphere and a member surrounding said pin for closing saidapertures upon movement of the pin relative thereto.

8. In a carburetor, a meteringpin, a. body portion comprising aplurality of spaced valve seats;

means on said metering pin to engage said ,valve seats and control fuelilow therethrough; means for introducing air at atmospheric pressurebetween said valveseats to render said pin insensitive to pressuredifferences between said seats andy for restricting said airintroduction upon displacement of said metering pin from said seats,said restricting means being variable to vary the ratio of restrictionof flow to displacement of said metering pin to compensate for varyingfuel requirements of different prime movers in which the carburetor maybe employed.

9. In a carburetor, a metering mechanism for fuel; a throttle; means toconnect said metering mechanism and said throttle to produce a propermixture at all positions of said throttle; and means associated withsaid last mentioned means to actuate said metering mechanism throughoutsubstantially its full range of movement independently of said throttle.

10. In combination with a carburetor, a com.-

bined manually operated throttle comprising a throttle and governorresponsive to fluid flow blade and a blade projecting at an angle tosaid throttle `blade to augment the closing torque thereof when saidblades arein open position.

f, 11. In combination with a carburetor, a combined lmanually operatedthrottle comprising a throttle and governor responsive to fluid flowblade and a scoop-shaped blade projecting at an angle to said throttleblade to augment the closing torque thereof when said blades are in openposition.

12. In combination with a carburetor, a combined manually operatedthrottle and governor responsive to ilow of fluid in said carburetor tocontrol said uid flow comprising a throttle blade and a blade projectingat an angle from said throttle blade to augment the closing torquethereof when said blades are in open position, means to meter fuel tosaid carburetor and means to operate said metering means in associationwith said combined Vgovernor and throttle.

13. In combination with a carburetor, a combined manually operatedthrottle and governor responsive to iiow of fluid in said carburetor toblade and a scoop-shaped blade projecting at an angle from said throttleblade to augment the closing torque thereof when said blades are in openposition, means to meter fuel to said carburetor and means to operatesaid metering means in association with said combined governor andthrottle.

14. In a metering mechanism for a carburetor, a member having aplurality of spaced apertures therein; means to control flow throughsaid apertures comprising a member having a passage for introducing airat approximately atmospheric pressure between said apertures whereby theaction of said controlling means is rendered insensitive to pressurediiferences between said apertures and means for cutting off the iiow ofair Y upon movement of said controlling means to open tures therein;means to vary the eifective opening of said apertures, said meanscomprising a member having a passage communicating with the spacebetween said apertures; means for admitting air to said passage atrelatively narrow openings of said apertures and for cutting off the owof air upon an increase in the effective opening of said aperturescomprising a section in said member having series of openings leadingfrom said passage to atmosphere and means to close said openings uponmovement of said member relative thereto.

16. In a carbureting device adapted for use in connection with aninternal combustion engine, a relatively large pressure reducingelement; a relatively small pressure reducing element disposed withinand in fixed relation to said rst element, one end of said secondelement being subject to atmospheric pressure at all times, the Oppositeend of said second element being subject at all times and conditions ofengine operation to full engine vacuum plus the kinetic energy developedby ilows through said iirst element; metering means for controlling theflow of fuel in said carbureting device comprising a member having aplurality of spaced apertures therein; means to control flow throughsaid apertures comprising a member having a passage for introducing airat approximately atmospheric pressure between said apertures and meansfor cutting off the iiow of air upon movement of said controlling meansto open said apertures.

17. In a carbureting device adapted for use in connection with aninternal combustion engine, a relatively large venturi subject at alltimes to full engine vacuum; 'a relatively small venturi disposed infixed relation to said iirst venturi in a manner whereby said secondventuri dischargesv at substantially the lowest point' of pressure insaid iirst venturi, the inlet end oi' said second venturi being subjectto atmospheric pressure at all times and conditions of engine operation;metering means for controlling the flow of fuel in said carburetingdevice comprising a member having a plurality of spaced aperturestherein; means to control iiow through said apertures comprising amember having a passage for introducing air at approximately atmosphericpressure between said apertures and means for cutting oil' the iow ofair upon movement of `said controlling means to'cpen said apertures.

18. In a carbureting device adapted for use in connection with aninternal combustion engine, a relatively large venturi subject at alltimes to full engine vacuum; a relatively small venturi disposed infixed relation to said first venturi in a mannerwhereby said secondventuri discharges at substantially the lowest point of pressure in 40said iirst venturi, the inlet end of said second venturi being subjectto atmospheric pressure at all times and conditions of engine operation;a fuel jet concentrically disposed in relation to said small venturi andarranged to discharge at approximately the point of lowest pressuretherein; means to control the iiow of fuel to said Jet comprising amember having a plurality of spaced apertures therein; means to controlfuel iiow through said apertures comprising a member having a passagefor introducing air at approximately atmospheric pressure between saidapertures and means for cutting 01T the ow of air upon movement of saidcontrolling means to open said apertures. l

19. In combination with a carburetor for an internal combustion engine,a throttle for controlling iiuid flow through said carburetor, meanstomanually operate said throttle, means responsive in proportion to therate of iiow of iiuid through said carburetor to operate said fthrottle, and means to meter fuel to said engine. said metering meansbeing arranged to be controlled in association with said throttle andoperating means.

20. In combination with a'carburetor for an internal combustion engine,a conduit; a throttle in said conduit for controlling iiow therethrough;means to urge said throttle toward open position; means to manuallyoperate said throttle in conjunction with said last mentioned means;means attached to the throttle and responsive to a pressurecharacteristic of the iiuid in said conduit to close said throttle tolimit the speed of said engine to a predetermined maximum independent ofsaid manual means when said throttle is in open position; and means tometer fuel to said engine, said means being arranged to be controlled bysaid'throttle.

WILLIAM `E. LEIBING. ROBLEY D. FAGEOL.

CERTIFICATE OF CORRECTION.

Patent No. 2,076,788. April 13, i957.

WILLIAM E.LE1B1NG, er AL.

It is hereby certified that error appears in the printed specificationof the above numbered patent requiring correction as follows: Page 9,second column, lines ll and 1'7, claims lO and, ll respectively, strikeout the words "and governor responsive to fluid flow" and insert thesame after "throttle" in lines lO and 16 of said claims; and that thesaid Letters Patent should be read with these Corrections therein thatthe .Same may conform to the record of the oase in the TBaaftentOffice.,

-Signed. and sealed this 8th day of June, A. D. 1957.

Henry Yan Arsdale (Seal) Acting Commissioner o' Patents.

